Asphalt viscoelasticity evaluation method and system based on multi-source rheological damage coupling

Abstract

The invention discloses an asphalt viscoelasticity evaluation method and system based on multi-source rheological damage coupling. The method comprises the following steps: obtaining performance parameters of an asphalt material under different working conditions through a plurality of rheological tests; calculating a plurality of evaluation factors representing the viscoelastic characteristics of the asphalt material based on the performance parameters; performing weighted coupling on the plurality of evaluation factors, and calculating the comprehensive service index of the asphalt material; performing grading evaluation on the viscoelasticity of the asphalt material according to the comprehensive service index; according to the method, the limitation of a traditional single empirical index is broken through by integrating multi-source rheological test data and combining dynamic indexes such as a plurality of evaluation factors, multi-dimensional accurate quantitative evaluation of the viscoelasticity of the asphalt material under a complex working condition is realized, and the prediction reliability is remarkably improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of road engineering materials, and in particular relates to a method and system for evaluating the viscoelastic properties of asphalt based on multi-source rheological damage coupling. Background Art

[0002] Asphalt is a core component of road construction, and its viscoelastic properties directly impact the pavement's durability, including high-temperature rutting resistance, low-temperature cracking resistance, and fatigue resistance. Currently, asphalt performance evaluation, both domestically and internationally, relies primarily on rheological testing methods, such as dynamic shear rheometers (DSR) and bending beam rheometers (BBR). These methods characterize its mechanical behavior by measuring parameters such as complex shear modulus, phase angle, and creep stiffness. These testing methods have become industry standards and are widely used in asphalt mixture design, performance evaluation, and quality control.

[0003] Existing technologies usually use a single rheological indicator to evaluate the specific properties of asphalt. For example, the rutting factor is used to characterize the high-temperature deformation resistance, the low-temperature creep stiffness and creep rate are used to evaluate the crack resistance, and the fatigue factor is used to reflect the material's fatigue resistance.

[0004] However, existing evaluation methods rely on independent indicators, lacking coupling between parameters and failing to reflect the combined effects of time-varying temperatures, dynamic loads, and aging that asphalt is subject to during actual service. This isolated evaluation approach makes it difficult to accurately predict the long-term performance evolution of asphalt materials in complex environments, leading to discrepancies between engineering designs and actual road performance. Summary of the Invention

[0005] Purpose of the invention: The purpose of the present invention is to provide an asphalt viscoelastic performance evaluation method based on multi-source rheological damage coupling that can break through the empirical limitations of traditional indicators, realize the accurate prediction and optimal design of the service performance of asphalt materials, and comprehensively characterize the asphalt under the coupling of time-varying temperature, dynamic load and aging; on the other hand, to provide an asphalt viscoelastic performance evaluation system based on multi-source rheological damage coupling.

[0006] Technical solution: The asphalt viscoelastic performance evaluation method of the present invention comprises the following steps:

[0007] (1) Obtain the performance parameters of asphalt materials under different working conditions through several rheological tests;

[0008] (2) calculating several evaluation factors characterizing the viscoelastic properties of asphalt materials based on the performance parameters;

[0009] (3) Weighted coupling of several evaluation factors to calculate the comprehensive service index of asphalt materials;

[0010] (4) The viscoelastic properties of asphalt materials are graded and evaluated based on the comprehensive service index.

[0011] Through systematic rheological tests, the performance parameters of asphalt under different working conditions such as temperature and load are obtained, and multiple key evaluation factors are extracted from them. Then, a comprehensive service index is calculated through a weighted coupling algorithm, thus establishing a comprehensive and objective asphalt viscoelastic performance evaluation system. This method breaks through the limitations of traditional single indicators and can more accurately reflect the viscoelastic behavior of asphalt under actual service conditions. It provides reliable data support for the selection of asphalt materials, performance optimization and pavement design, and helps to improve the durability and service performance of asphalt pavements.

[0012] Preferably, step 1 comprises:

[0013] (11) Prepare asphalt samples for temperature sweep test, bending creep stiffness test, multiple stress recovery creep test, and linear amplitude sweep test according to preset specification requirements;

[0014] (12) using a DHR-2 rheometer to perform a temperature sweep test, a multiple stress recovery creep test, and a linear amplitude sweep test on the asphalt sample;

[0015] (13) The asphalt sample was subjected to bending creep stiffness test using a low temperature bending beam rheometer;

[0016] (14) Collect the complex modulus G during the test * , phase angle δ, stiffness modulus S, creep rate m, creep recovery rate R, irreversible creep amount J nr , fatigue times N f as the performance parameter.

[0017] Through a standardized sample preparation process, combined with the DHR-2 rheometer and low-temperature bending beam rheometer to conduct multi-mode rheological tests (temperature sweep, bending creep, multiple stress recovery creep and linear amplitude sweep tests), the system collects seven key performance parameters such as complex modulus, phase angle, stiffness modulus, etc., comprehensively covering the viscoelastic response characteristics of asphalt materials under different temperatures, loads and fatigue conditions, laying a highly reliable data foundation for the subsequent accurate calculation of evaluation factors and comprehensive service index, and significantly improving the scientific nature and engineering applicability of the evaluation system.

[0018] Preferably, step 2 includes:

[0019] Complex modulus G according to temperature sweep test data * and phase angle δ, calculate the viscoelastic balance factor K V , the calculation formula is:

[0020]

[0021] Where G′ is the storage modulus, G″ is the loss modulus, δ is the phase angle, and α is the correction factor;

[0022] Calculate the low temperature crack resistance factor C based on the stiffness modulus S and creep rate m of the bending creep stiffness test data L , the calculation formula is:

[0023]

[0024] Where S is the stiffness modulus, m is the creep rate, and S0 is the standard stiffness modulus.

[0025] Using the complex modulus and phase angle from temperature sweep test data, an innovative calculation model for the viscoelastic balance factor was constructed. This factor, through the comprehensive calculation of the storage modulus, loss modulus, and correction coefficient, accurately characterizes the balance between elastic recovery and viscous flow of asphalt materials under high temperature conditions. Simultaneously, based on the stiffness modulus and creep rate from the bending creep stiffness test, a quantitative model for the low-temperature crack resistance factor was established. This model effectively reflects asphalt's resistance to shrinkage cracking under low temperature conditions by coupling the ratio of the stiffness modulus to the standard stiffness modulus and the creep rate. The introduction of these two evaluation factors not only enables the quantitative expression of key performance indicators of asphalt materials in different temperature ranges, but also provides a scientific and reliable theoretical basis for the subsequent calculation of the comprehensive service index, significantly improving the accuracy of asphalt viscoelastic performance evaluation and its engineering applicability.

[0026] Preferably, step 2 further comprises:

[0027] Creep recovery rate R and irreversible creep amount J based on multiple stress recovery creep test data nr , calculate the high temperature anti-rutting factor R H , the calculation formula is:

[0028]

[0029] Where R is the creep recovery rate, J nr is the amount of irreversible creep, λ is the thermal sensitivity coefficient;

[0030] Complex modulus G according to temperature sweep test data * and phase angle δ, fatigue times N of linear amplitude sweep test data f , calculate the fatigue damage factor D f , the calculation formula is:

[0031]

[0032] Among them, N f is the number of fatigue times, G * is the complex modulus, δ is the phase angle;

[0033] The irreversible creep value J of asphalt multi-stress recovery creep test data before and after air pressure aging nr The aging factor is calculated based on the rate of change. The calculation formula is:

[0034]

[0035] Among them, J nr is the irreversible creep amount before aging, J nr,aged is the amount of irrecoverable creep after aging, and γ is taken as 2.0.

[0036] A high-temperature anti-rutting factor is constructed through multiple stress-recovery creep test data to comprehensively reflect the elastic recovery ability and permanent deformation characteristics of asphalt under high temperature conditions; a fatigue damage factor is established by combining temperature sweep and linear amplitude sweep test data to quantify the fatigue resistance of asphalt under cyclic loads; and an aging factor is proposed based on the rate of change of the irrecoverable creep amount before and after aging to accurately characterize the long-term durability of asphalt; these three evaluation factors together with the above two factors constitute a complete asphalt viscoelastic performance evaluation system, which comprehensively covers the key performance indicators of asphalt materials under different temperatures, load conditions and long-term service environments, and provides a systematic scientific basis for the comprehensive performance evaluation and engineering application of asphalt materials.

[0037] Preferably, the weighted coupling described in step 3 uses the entropy weight method to allocate weights, and the service environment factors, including climate zoning indicators and traffic load level indicators, are considered when allocating weights. The specific implementation is as follows:

[0038] Calculate the viscoelastic balance factor K based on the service environment V , low temperature crack resistance factor C L , high temperature anti-rutting factor R H , fatigue damage factor D f The weight of each indicator;

[0039] Correct the values ​​of the weights of each indicator to ensure that the total weight of each indicator ω1+ω2+ω3+ω4 is 1. The calculation formula is as follows:

[0040]

[0041] Where: ω i is the modified weight, ω i ′ is the weight before correction.

[0042] The entropy weight method is used in combination with service environment factors such as climate zoning and traffic load level to dynamically allocate weights for the viscoelastic balance factor, low-temperature crack resistance factor, high-temperature rutting resistance factor, and fatigue damage factor. The weight correction formula is used to ensure that the sum of the weights of each indicator is 1. This allows the calculation of the comprehensive service index to not only objectively reflect the performance characteristics of the asphalt material itself, but also to make adaptive adjustments based on different regional climate conditions and traffic loads. This significantly improves the scientific nature and engineering applicability of the evaluation results, and provides an accurate basis for environmental adaptability evaluation for the selection of asphalt materials and pavement design.

[0043] Preferably, the climate zoning index includes the temperature characteristic weight correction coefficients of the hot summer zone, the hot summer zone, and the cool summer zone, and the humidity characteristic weight correction coefficients of the humid zone, the moist zone, the semi-arid zone, and the arid zone; the traffic load level index includes the load characteristic weight correction coefficients of heavy-load traffic, medium-load traffic, or light-load traffic.

[0044] By introducing climate zoning indicators and traffic load level indicators, the weights of asphalt material evaluation factors are adjusted dynamically and refined, so that the comprehensive service index can accurately reflect the differentiated needs of different regional climate conditions and actual traffic load levels, thereby significantly improving the pertinence and reliability of asphalt performance evaluation, and providing a scientific basis for asphalt selection and pavement design under different environmental and traffic conditions.

[0045] Preferably, the calculation formula of the comprehensive service index in step 3 is:

[0046]

[0047] Among them, VSI is the viscoelastic comprehensive service index, K V is the viscoelastic balance factor, C L is the low temperature crack resistance factor, R H is the high temperature anti-rutting factor, D f is the fatigue damage factor, AF is the aging factor, and ω is the weight of each indicator.

[0048] By establishing a calculation model for the viscoelastic comprehensive service index, key performance indicators such as the viscoelastic balance factor, low-temperature crack resistance factor, high-temperature rutting resistance factor, fatigue damage factor and aging factor are weighted and integrated to achieve a multi-dimensional comprehensive evaluation of the viscoelastic properties of asphalt materials. This index not only scientifically quantifies the comprehensive service capacity of asphalt under different temperature, load and aging conditions, but also reflects the climate and traffic characteristics of the actual engineering environment through weight coefficients, providing a comprehensive and objective quantitative basis for the performance grading, optimization and pavement structure design of asphalt materials, significantly improving the accuracy of the evaluation results and their engineering guidance value.

[0049] Preferably, the grading evaluation criteria in step 4 are:

[0050] The viscoelastic comprehensive service index is positively correlated with the viscoelastic properties of asphalt;

[0051] When 0.8<VSI≤1, the viscoelastic performance of asphalt is “excellent”;

[0052] When 0.6<VSI≤0.8, the viscoelastic performance of asphalt is “good”;

[0053] When 0.4<VSI≤0.6, the viscoelastic property of asphalt is “medium”;

[0054] When 0.2<VSI≤0.4, the viscoelastic performance of asphalt is “poor”;

[0055] When 0<VSI≤0.2, the viscoelastic performance of asphalt is "poor".

[0056] By establishing a clear five-level evaluation standard for viscoelastic comprehensive service index (VSI), a scientific transformation of asphalt viscoelastic properties from qualitative description to quantitative grading has been achieved; this grading standard is positively correlated with the actual service performance of asphalt, which not only intuitively reflects the differences in material performance, but also provides a clear material selection basis for engineering applications, enabling different grades of asphalt to accurately match the construction requirements of various grades of roads, significantly improving the practicality and operability of asphalt material evaluation, and providing a standardized reference for engineering quality control.

[0057] The asphalt viscoelastic performance evaluation system of the present invention comprises:

[0058] The test data acquisition module is used to obtain the performance parameters of asphalt materials under different working conditions through a number of rheological tests;

[0059] An evaluation factor calculation module, used to calculate several evaluation factors characterizing the viscoelastic properties of the asphalt material based on the performance parameters;

[0060] The weight distribution module is used to perform weighted coupling on several evaluation factors and calculate the comprehensive service index of asphalt materials;

[0061] The comprehensive evaluation module is used to grade and evaluate the viscoelastic properties of asphalt materials based on the comprehensive service index.

[0062] Preferably, the asphalt viscoelastic performance evaluation system further includes an environmental parameter database storing temperature characteristic weight correction coefficients corresponding to different climate zones and load characteristic weight correction coefficients corresponding to different traffic levels.

[0063] By constructing an environmental parameter database, the system integrates the weight correction coefficients corresponding to different climate zones and traffic load levels, realizing intelligent matching and dynamic adjustment of the influence of environmental factors during the evaluation process, so that the calculation of the viscoelastic comprehensive service index can automatically adapt to the climate conditions and actual traffic load levels of the project area, significantly improving the adaptability and accuracy of the evaluation system.

[0064] Beneficial effects: Compared with the existing technology, the present invention has the following significant advantages: 1. By integrating multi-source rheological test data and combining multiple dynamic indicators such as evaluation factors, it breaks through the limitations of traditional single empirical indicators, realizes multi-dimensional and accurate quantitative evaluation of the viscoelastic properties of asphalt materials under complex working conditions, and significantly improves the prediction reliability; 2. The entropy weight method is used to dynamically allocate weights, and climate zoning (temperature and humidity differences) and traffic load levels are introduced as correction coefficients, so that the evaluation system can adapt to the needs of different service environments; 3. Through the comprehensive service index, the complex multi-source rheological damage data is converted into a standardized score of 0 to 1, and refined into a five-level evaluation standard from "excellent" to "poor", which intuitively reflects the service performance level of the asphalt material, facilitates engineering personnel to make quick decisions, and provides quantitative support for material optimization and maintenance cycle formulation, with both scientificity and engineering practicality. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] Figure 1 It is a structural schematic diagram of the present invention. DETAILED DESCRIPTION

[0066] The technical solution of the present invention will be further described below with reference to the accompanying drawings.

[0067] like Figure 1 As shown, the asphalt viscoelastic performance evaluation method of the present invention comprises the following steps:

[0068] S1 conducts temperature sweep test, bending creep stiffness test, multiple stress recovery creep test, linear amplitude sweep test, and air pressure aging test on asphalt samples, and collects index information during the relevant test processes;

[0069] Index information includes complex modulus G * , phase angle δ, stiffness modulus S, creep rate m, creep recovery rate R, irreversible creep amount J nr , fatigue times N f .

[0070] Specifically, the steps of conducting a temperature sweep test, a bending creep stiffness test, a multiple stress recovery creep test, and a linear amplitude sweep test on an asphalt sample and collecting index information during the relevant test processes include:

[0071] S11 Prepare asphalt samples for temperature sweep test, bending creep stiffness test, multiple stress recovery creep test, and linear amplitude sweep test according to the specification requirements;

[0072] S12 uses a DHR-2 rheometer to conduct temperature sweep tests, multiple stress recovery creep tests, and linear amplitude sweep tests on asphalt samples; a low-temperature bending beam rheometer is used to conduct bending creep stiffness tests on asphalt samples;

[0073] S13 collects the complex modulus G during the test * , phase angle δ, stiffness modulus S, creep rate m, creep recovery rate R, irreversible creep amount J nr , fatigue times N f .

[0074] S2 calculates the viscoelastic comprehensive service index (VSI) of the asphalt sample based on the index information.

[0075]

[0076] Among them, VSI is the viscoelastic comprehensive service index, K V is the viscoelastic balance factor, C L is the low temperature crack resistance factor, R H is the high temperature anti-rutting factor, D f is the fatigue damage factor, AF is the aging factor, and ω is the weight of each indicator.

[0077] Specifically, based on the index information, the steps for calculating the viscoelastic comprehensive service index of the asphalt sample include:

[0078] S21 complex modulus G based on temperature sweep test data * and phase angle δ, calculate the viscoelastic balance factor K V , to characterize the balance between the elastic and viscous components of asphalt.

[0079]

[0080] Where G' is the storage modulus, G" is the loss modulus, δ is the phase angle, and α is the correction coefficient, which is generally 10-3.

[0081] S22 calculates the low-temperature crack resistance factor CL based on the stiffness modulus S and creep rate m of the bending creep stiffness test data to characterize the low-temperature stress relaxation ability of asphalt.

[0082]

[0083] Among them, S is the stiffness modulus, m is the creep rate, and S0 is the standard stiffness modulus, which is generally 100 MPa.

[0084] S23 calculates the high-temperature anti-rutting factor RH based on the creep recovery rate R and irrecoverable creep amount Jnr of the multiple stress recovery creep test data to characterize the asphalt's resistance to high-temperature plastic deformation.

[0085]

[0086] Where R is the creep recovery rate, J nr is the amount of irreversible creep, λ is the thermal sensitivity coefficient, which is generally taken as 0.5.

[0087] S24 complex modulus G based on temperature sweep test data * and phase angle δ, fatigue times N of linear amplitude sweep test data f , calculate the fatigue damage factor D f , to characterize the ability of asphalt to resist fatigue.

[0088]

[0089] Among them, N f is the number of fatigue times, G * is the complex modulus and δ is the phase angle.

[0090] S25 Irrecoverable creep value J based on the asphalt multiple stress recovery creep test data before and after air pressure aging nr The aging factor is calculated based on the rate of change to characterize the aging resistance of asphalt.

[0091]

[0092] Among them, J nr is the irreversible creep amount before aging, J nr,aged is the amount of irrecoverable creep after aging, and γ is taken as 2.0.

[0093] S26 uses entropy weight method to allocate viscoelastic balance factor K V , low temperature crack resistance factor C L , high temperature anti-rutting factor R H , fatigue damage factor D f The weights of each indicator are shown in Table 1.

[0094] Table 1

[0095]

[0096] S261 Calculation of viscoelastic balance factor K based on service environment V , low temperature crack resistance factor C L , high temperature anti-rutting factor R H , fatigue damage factor D f The weight of each indicator.

[0097] S262 corrects the numerical value of each indicator weight to ensure that the total weight of each indicator ω1+ω2+ω3+ω4 is 1. The calculation formula is as follows.

[0098]

[0099] Where: ω i is the weight after correction, and ω′ is the weight before correction.

[0100] S3 evaluates the viscoelastic properties of asphalt samples based on the viscoelastic comprehensive service index;

[0101] The viscoelastic comprehensive service index is positively correlated with the viscoelastic properties of asphalt.

[0102] When 0.8<VSI≤1, the viscoelastic performance of asphalt is “excellent”;

[0103] When 0.6<VSI≤0.8, the viscoelastic performance of asphalt is “good”;

[0104] When 0.4<VSI≤0.6, the viscoelastic property of asphalt is “medium”;

[0105] When 0.2<VSI≤0.4, the viscoelastic performance of asphalt is “poor”;

[0106] When 0<VSI≤0.2, the viscoelastic performance of asphalt is "poor".

[0107] The specific implementation methods are as follows:

[0108] (1) According to the requirements of the specification, samples of 70# matrix asphalt, SBS modified asphalt, and SBS-rubber powder composite modified asphalt were prepared for temperature scanning test, bending creep stiffness test, multiple stress recovery creep test, linear amplitude scanning test, and air pressure aging test.

[0109] Correspondingly, the general performance indicators of the three asphalts are shown in Table 2 below.

[0110] Table 2

[0111] asphalt Needle penetration (25℃, 5s, 100g) Softening point (℃) Elongation (cm) 70# base asphalt 65 43 20(10℃) SBS modified asphalt 56 77 33(5℃) SBS-rubber powder composite modified asphalt 44 81 16(5℃)

[0112] (2) The three types of asphalt were subjected to temperature scanning test, bending creep stiffness test, multiple stress recovery creep test, linear amplitude scanning test, and air pressure aging test, and the indicators during each test were collected, as shown in Table 3.

[0113] In this embodiment, the temperature of the temperature sweep test is 52°C, the temperature of the bending creep stiffness test is -6°C, the temperature of the multiple stress recovery creep test is 64°C and the stress is 3.2 kPa, and the temperature of the linear amplitude sweep test is 31°C and the strain is 10%.

[0114] Table 3

[0115]

[0116] (3) Calculate the viscoelastic balance factor K of the asphalt sample based on the information of each index V , low temperature crack resistance factor C L , high temperature anti-rutting factor R H , fatigue damage factor D f , aging factor AF, as shown in Table 4.

[0117] Table 4

[0118]

[0119] The weights of various indicators of the asphalt sample are calculated based on the service environment. The service environment of this embodiment is hot and humid in summer and is subjected to long-term heavy traffic.

[0120] ω1'=0.3×1.2=0.360

[0121] ω2'=0.25×1.5=0.375

[0122] ω3'=0.3×1.4=0.420

[0123] ω4'=0.15×1.2=0.180

[0124] ω1'+ω2'+ω3'+ω4'=1.335

[0125] Therefore, the weights of each indicator after correction are ω1 = 0.2697, ω2 = 0.2809, ω3 = 0.3146, and ω4 = 0.1348.

[0126] (4) Calculate the comprehensive viscoelastic service index of each asphalt.

[0127] For 70# base asphalt:

[0128] VSI=(0.34200.2697×0.01660.2809×0.00010.3146×2.91440.1348)×5.1451=0.0555

[0129] For SBS modified asphalt:

[0130] VSI=(0.56500.2697×0.02160.2809×0.72090.3146×2.51620.1348)×2.4932=0.7828

[0131] For SBS-rubber powder composite modified asphalt:

[0132] VSI=(0.68070.2697×0.01570.2809×0.81020.3146×3.67640.1348)×2.5292=0.8605

[0133] (5) Evaluate the viscoelastic properties of asphalt based on the viscoelastic comprehensive service index.

[0134] In summary, under the same test conditions, in this example, the viscoelastic comprehensive service index ranking is: SBS-rubber powder composite modified asphalt > SBS modified asphalt > 70# base asphalt. The viscoelasticity of SBS-rubber powder composite modified asphalt is "Excellent," the viscoelasticity of SBS modified asphalt is "Good," and the viscoelasticity of 70# base asphalt is "Poor." This indicates that 70# base asphalt is not suitable for hot, humid, and heavy-load environments, and the asphalt formulation needs to be optimized to improve its performance.

Claims

1. A method for evaluating the viscoelastic properties of asphalt based on multi-source rheological damage coupling, characterized in that: The following steps are involved: (1) Obtain the performance parameters of asphalt materials under different working conditions through several rheological tests; (2) calculating several evaluation factors characterizing the viscoelastic properties of asphalt materials based on the performance parameters; (3) Weighted coupling of several evaluation factors to calculate the comprehensive service index of asphalt materials; (4) The viscoelastic properties of asphalt materials are graded and evaluated based on the comprehensive service index.

2. The asphalt viscoelastic performance evaluation method according to claim 1, characterized in that: Step 1 includes: (11) Prepare asphalt samples for temperature sweep test, bending creep stiffness test, multiple stress recovery creep test, and linear amplitude sweep test according to preset specification requirements; (12) using a DHR-2 rheometer to perform a temperature sweep test, a multiple stress recovery creep test, and a linear amplitude sweep test on the asphalt sample; (13) The asphalt sample was subjected to bending creep stiffness test using a low temperature bending beam rheometer; (14) Collect the complex modulus G during the test * , phase angle δ, stiffness modulus S, creep rate m, creep recovery rate R, irreversible creep amount J nr , fatigue times N f as the performance parameter.

3. The asphalt viscoelastic performance evaluation method according to claim 1, characterized in that: Step 2 includes: Complex modulus G according to temperature sweep test data * and phase angle δ, calculate the viscoelastic balance factor K V , the calculation formula is: Where G′ is the storage modulus, G″ is the loss modulus, δ is the phase angle, and α is the correction factor; Calculate the low temperature crack resistance factor C based on the stiffness modulus S and creep rate m of the bending creep stiffness test data L , the calculation formula is: Where S is the stiffness modulus, m is the creep rate, and S0 is the standard stiffness modulus.

4. The asphalt viscoelastic performance evaluation method according to claim 1, characterized in that: Step 2 also includes: Creep recovery rate R and irreversible creep amount J based on multiple stress recovery creep test data nr , calculate the high temperature anti-rutting factor R H , the calculation formula is: Where R is the creep recovery rate, J nr is the amount of irreversible creep, λ is the thermal sensitivity coefficient; Complex modulus G according to temperature sweep test data * and phase angle δ, fatigue times N of linear amplitude sweep test data f , calculate the fatigue damage factor D f , the calculation formula is: Among them, N f is the number of fatigue times, G * is the complex modulus, δ is the phase angle; The irreversible creep value J of asphalt multi-stress recovery creep test data before and after air pressure aging nr The aging factor is calculated based on the rate of change. The calculation formula is: Among them, J nr is the irreversible creep amount before aging, J nr,aged is the amount of irrecoverable creep after aging, and γ is taken as 2.

0.

5. The asphalt viscoelastic performance evaluation method according to claim 1, characterized in that: The weighted coupling described in step 3 uses the entropy weight method to assign weights. The weight assignment takes into account service environment factors, including climate zoning indicators and traffic load level indicators. The specific implementation is as follows: Calculate the viscoelastic balance factor K based on the service environment V , low temperature crack resistance factor C L , high temperature anti-rutting factor R H , fatigue damage factor D f The weight of each indicator; Correct the values ​​of the weights of each indicator to ensure that the total weight of each indicator ω1+ω2+ω3+ω4 is 1. The calculation formula is as follows: Where: ω i is the modified weight, ω i ′ is the weight before correction.

6. The asphalt viscoelastic performance evaluation method according to claim 1, characterized in that: The climate zoning indicators include the temperature characteristic weight correction coefficients of the hot summer zone, the hot summer zone, and the cool summer zone, and the humidity characteristic weight correction coefficients of the humid zone, the moist zone, the semi-arid zone, and the arid zone; the traffic load level indicators include the load characteristic weight correction coefficients of heavy load traffic, medium load traffic, or light load traffic.

7. The asphalt viscoelastic performance evaluation method according to claim 1, characterized in that: The calculation formula for the comprehensive service index described in step 3 is: Among them, VSI is the viscoelastic comprehensive service index, K V is the viscoelastic balance factor, C L is the low temperature crack resistance factor, R H is the high temperature anti-rutting factor, D f is the fatigue damage factor, AF is the aging factor, and ω is the weight of each indicator.

8. The asphalt viscoelastic performance evaluation method according to claim 1, characterized in that: The grading evaluation criteria described in step 4 are: The viscoelastic comprehensive service index is positively correlated with the viscoelastic properties of asphalt; When 0.8<VSI≤1, the viscoelastic properties of asphalt are "excellent"; When 0.6<VSI≤0.8, the viscoelastic performance of asphalt is "good"; When 0.4<VSI≤0.6, the viscoelastic properties of asphalt are "medium"; When 0.2<VSI≤0.4, the viscoelastic performance of asphalt is "substandard"; When 0<VSI≤0.2, the viscoelastic performance of asphalt is "poor".

9. An asphalt viscoelastic performance evaluation system based on multi-source rheological damage coupling, characterized in that: include: The test data acquisition module is used to obtain the performance parameters of asphalt materials under different working conditions through a number of rheological tests; An evaluation factor calculation module, used to calculate several evaluation factors characterizing the viscoelastic properties of the asphalt material based on the performance parameters; The weight distribution module is used to perform weighted coupling on several evaluation factors and calculate the comprehensive service index of asphalt materials; The comprehensive evaluation module is used to grade and evaluate the viscoelastic properties of asphalt materials based on the comprehensive service index.

10. The asphalt viscoelastic performance evaluation system according to claim 1, characterized in that: It also includes an environmental parameter database, which stores temperature characteristic weight correction coefficients corresponding to different climate zones and load characteristic weight correction coefficients corresponding to different traffic levels.

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